syrovy



Nov. K25, l1941.

A. J. sYRovY POWER TRANSMISSON Filed Nav. 1, 1940 4 sheets-sheet 1 NOV 25, 1941- A. J. sYRovY 2,264,010

vPOWER TRANSMISSION Filed Nov. l, 1940 4 Sheets-Sheet 2 INVENTOR E' E 5gg/"411g ATTORNEY5.

Nov. 25, 1941. A. J. sYRovY POWER TRANSMISSION Filed Nov. 1, l1940 4 sheets-sheet s u INVENTOR Hzzgzlsfzzz' Jgro V34.

ATTORNEYS.

Nov. 25, 1941. A. J. sYRovY 2,264,010

POWER TRANSMISS ION Filed Nov. l, 1940 4 Sheecs-She'etl 4 NVENTOR 27/ /f'lzypA [7a 47a BY I 7, Z, @4523424 fw ATTORNEYS PatentedNov. 25, 1941 UNirs Y.

POWER 'ramslvnssron Augustin 3. Syrovy, Detroit, Mich., assigner to Chrysler Corporation, Highland Park, Mich., a

corporation of Delaware Application November 1, 1940, Serial No. 363,945

12 Claims. (Cl. 74P-472) This .invention relates to motor vehicles and refers more particularly to power transmission and control mechanism therefor.

My invention has particular reference to trans-l mission systems in which the torque load is `relieved as bymomentary interruption of the engine ignition or by other suitable means in orderl ly reverses and it is as a practical matter just as diilicult to disengage the element under either ing movement of the movable or shiftable drive` f control element but it sometimes happens that the interrupting mechanism functions to restore the ignition and hence the torque load at the drive control elements before disengagement thereof has been effected. This resultsin failure of the transmission to function properly. It

is, ofcourse, desirable to interrupt the ignitionfor as brief an interval of time as is necessary and because of many factors it is diicult to arrive at a time interval for setting the ignition interrupting mechanism so that it will yfunction v. the same under all conditions. Among these factors are variation in oil viscosity, variation in clearance between the drive control elements and the t of the parts in general, requirements for disengagement of the drive control elements incident to kick-down and bringing the car to a stop, and other factors al1 o f which give rise to the aforesaid failure. Furthermore it is not always so much the time of torque interruption that is of greatest importance in effecting the disengagement. Of greater signicance in many instances is the eiect of torque interruption it-- self because it is during the change in the condition of torque load that it is possible to disengage the movable drive control element. v Thus, if the load is a drive load then the interruption either relieves this load sulciently to allow movement of the movable element or is of such dura-v tion as to change the drive load to a coast load' thereby also accommodating the disengagement during the interval of this change. If the initial loadis a coast load then the same eilect is obtained by either relieving this load or reversing it to a drive load during torque interruption. If the interruption occurs for an indefinitely long period of time and the movable element fails to disengage, prolongation ofthe time of interruption is of no avail because the torque load quickver-sing the torque load for a plurality of times drive or coast load.

vIt is 'an object of my invention to overcome the aforesaid failure by insuring disengagement of the movable drive control elemen-tunder all desired conditions. This not only insures proper functioning of the transmission mechanism but also provides for Wider latitude in the allowable tolerances and clearances in the manufacture of the mechanism and vcontrols therefor, and renders the device less sensitive `to changes in temperature and resulting lubricant viscosity variation.

v In carrying out my invention I provide means automatically relieving the torqueafload or reor cycles in response to the control mechanism which sets the interrupting means lin operation.

Thus, vvhere the engine ignition is employed as the means for eiecting the disengagement, I arrange the mechanism so that the ignition is momentarily interrupted a plurality of times in rapid sequence, each momentary interruption comprising a step of rendering the ignition inoperative and a step of restoring the ignition to normal operation. This arrangement provides for a number of periods of torque relief or reversal of torque dep'ending on the length of time for each momentary interruption. Such arrangement provides for step-by-step release of the movable drive control element in response to a force continuously urging disengagement of the movable .element because each time that the torque load at the element is relieved or changed as aforesaid, the disengaging force may act to impart releasing movement to the movable element until restrained by the re-occurlence of resisting torque load. l

Further objects and advantages of my invention reside in` the novel combination and ar-v rangement of parts more particularly hereinafter described and claimed, reference being had to the accompanying drawings in which:

Fig. 1 is a side elevational view showing the motor vehicle engine and power transmission.

Fig. 2 is a longitudinal sectional elevational view through the main clutching mechanism.

Fig. 3 is a similar view through the change4 speed transmission.` i 4 Fig. 4 is a detail enlarged -view of clutch as seen in Fig'. 3.

Fig. 5 is a sectional plan View illustrated as a development according tolinev 5 5 of Fig. 4, the automatic clutching sleeve` being released.

the blocker Fig. 6 is a similar view showing the automatic clutching sleeve in its intermediate shift position during the drive blocking condition. l

Fig. 7 is a similar view showing the automatic clutching sleeve. in its coasting relationship for the Fig. 6 showing, the clutching sleeve being un-v blocked during coast for its clutching movement. Fig. 8 is a similar view showing the automatic clutching sleeve in full clutching engagement.

Fig. 9 is a view similar to Fig. 5 but showing the automatic clutching sleeve in its other intermediate shift position during the coast blocking condition.

Fig.y 10 is a diagrammatic view of the control I mechanism for'the automatic clutching sleeve, the latter being shown in its released position. Fig. 11 is a similar view of a portion of the Fig. 10 control mechanismv in another operating position.

Fig. 12 is a similar view of a portion of the Fig.

-10 control mechanism in a further operating position.

Fig. 13A is an enlarged detail view of the switch operator.

Fig. 14 is a diagrammatic view illustrating the .step-by-step disengagement ofthe movable drive control element.

The engine crankshaft 2l carries the `varied fluid coupling irnpeller 22 which in the well known manner drives the -vaned runner 23 whence the drive passes through hub 24 to clutch driving member 25; This member then transmits the drive, when clutch C is engaged as in Fig. 2, through driven member 26 to the transmission driving shaft 21 carrying the main drive pinion 28. A clutch pedal 29 controls clutch C such that when the driver depresses this pedal, collar 30 is thrust forward to cause levers 3| to release the clutch driving pressure plate 32 against springs 33 thereby releasing the drive between runner 23 and shaft 21. The primary function of the main clutch C is to enable the driver to make manual shifts in transmission D.

Referring to the transmission, pinion 28 is in constant mesh with gear 34 which drives countershaft 35 through an over-running clutch E of the usual type such that when shaft 21 drives in its usual clockwise direction (looking from front to rear) then clutch E willengage to lock gear 34 to countershaft 35 whenever the gear 34 tends to drive faster than the countershaft. However,

whenever this gear 34 tends to rotate slower than the countershaft then clutch E will automatically release whereby shaft 21, under certain condisleeve 42 adapted to shift from the Fig. 3 neutral position either rearwardly to clutch with teeth 43 of gear 39 or else forwardly to clutch with teeth 44 of gear 40. Sleeve 42is operably connected to shift rail 45 adapted for operation by an'y suitable means under shifting control of the vehicle driver.

Shaft 20 also carries reverse driven gear 46' fixed thereto. A reverse idler gear 41 is suitably mounted so that when reverse drive -is desired, idler 41 is shifted into mesh with gears 38 and 46.

First, third and reverse speed ratio drives and neutral are under manual shift control of the ve hicle driver, the main clutch C being released by depressing pedal 29 in shifting into any one of these drives.

First is obtained by shifting sleeve 42 clutch with teeth 43, the drive'passing from engine A, through iiuid coupling B, clutch C and shaft 21 to pinion 28 thence through gear 34 and clutch E to countershaft 35. From the countershaft the drive is through gears 36, 39 and sleeve 42 to shaft 20.

Third is obtained by shifting sleeve 42 to clutch A40 is the automatic clutching sleeve F which,

under certain conditions, is adapted to shift forwardly to 4clutch with lteeth 49 carried by pinion 28 thereby positively clutching shaft 21 directly to gear 40. This sleeve Fis adapted to step-up the speed ratio drive from first to second and from third to fourth which is a direct drive speed ratio. Control means is provided which limits clutching of sleeve F to approximate synchronism with teeth 49 and also to a condition of engine coast, sleeve F being prevented from clutching during that condition known as engine drive as when the engine is being speeded up under power.

When driving in first, second is obtained by the driver releasing the usual accelerator pedal 50' thereby allowing spring |50 to close the lengine throttle valve and cause the engine to rapidly coast down. When this occurs, the engine along with shaft. 21, pinion 28 and gear 34 all slow down while shaft 20 along withgears 39 and 36 continue their speeds by accommodation of clutch E which now overruns. The engine slows down until teeth 49 are brought to approximate synchronism with sleeve F which thereupon automatically shifts to clutch with teeth 49 resulting in a two-way drive for second as follows: pinion 28 through sleeve F to gear 48 thence through gears 31, 36 and 39 to sleeve 42 and shaft 20, the clutch E overrunning.

When driving in third, fourth or direct is obtained just as for second by driver release of the tions, may readily drop its speed while counter- I respectively in constant mesh with countershaft gears 36 and 31. A hub 4I is splined on shaft 28 and carries therewith a manually shiftable Freely rotatable on shaft 20 are the rst and third driven gears 39 and 40 coasting and synchronous relationship vof the clutching parts. Sleeve F is provided with a series of pairs of what maybe termed long and short teeth 50, certain of which may be bridged or joined together. A unitary blocker ring 52 is provided with blocking teeth 53 which either lie in the path of forward shift of teeth 50 or 5| or else between these teeth to allow clutching shift of sleeve F. Thus, blocker 52 has, at suitable locations, a drive lug 54 engaged in a slot 55 axially in alignment with the short teeth 5|. If

now the sleeve F is urged forwardly it will move to the Fig` 6 position of drive blocking and will remain in this blocked position as long as the engine drives the car in first or third.

If now the driver releases the accelerator pedal so that the engine may coast down under accommodation of over-running clutch E, while sleeve F is urged forwardly, then when pinion 28 is reduced in speed to that of sleeve F slight further drop in speed of pinion 28 for a fraction of a revolution below the -speed of sleeve F will cause blocker 52 to rotate slightly relative to sleeve F until blocker teeth 53 strike the adjacent sides of long teeth 50 as in Fig. 7 thereby limiting further reduction in speed of the blocker relative to' sleeve F. At this time the sleeve F is free to complete its forward clutching shift with teeth 49, as in Fig. 8, the blocker teeth 53 passing 'between adjacent long and short teeth 50, 5|. With the sleevel F thus clutched during engine coast, a two-way drive is established in second or fourth depending on whether the manually shftable sleeve F was set for first or third just prior to the clutching shift of sleeve F.

In the event that sleeve F is urged forwardly from its Fig. 5 position at a time when the gear 40 is-rotating faster than pinion 28.`then the blocker 52 will lag behindvthe sleeve and will be blocked by engagement of long teeth with the vblocker teeth 53 as shown iIi'Fig..9. This is referred to as the coast blocking condition. If

now the engine is speeded up by the driver de-I pressing the accelerator pedal in the usual manner, then the engine and blocker 52 rotate forwardly and blocker teeth 53 move over to the Fig, 6 drive blocking position thereby jumping the gap between teeth 50 and 5|. This is the primary reason for providing the long and short teeth whereby sleeve F clutches only from the drive blocking condition followed by engine coast which protects the teeth and avoids harsh clutching effects on the passengers and transmission mechanism. On accelerating the engine from the Fig. 9 coast blocking condition, the engine comes up to a speed limited by engagement of the overrunning clutch E for drive in either :first or third depending on, the setting of the manual shiftable sleeve 42,. 'I'hen on releasing the accelerator pedal the sleeve F will synchronously clutch with teeth 49 during coast to step-up the drive to either second or fourth as aforesaid.

The transmission is Aprovided with suitable prime mover means for controlling shift of sleeve F along with several control means. Referring particularly to Figs, 10 to l2, there is illustrated `a pressure fluid operated motor utilizing air port 63 and in. the rubber sealing boot 64 carried by cylinder 65 which contains tl're diaphragm piston 66 urged in a direction to release sleeve F by a spring '61 which ismuch stronger than spring 58. Diaphragm piston 66 is connected to a reciprocatory member or leader rod 68 which has a rear extension 69 aligned with rod 62 In carrying out my invention I provide means which functions to relieve thethrust-application between the teeth of sleeve F and the teeth 49 for -a number of times thereby facilitating movement of the drive-control sleeve F from itsengaging relationship into its disengaging relationship with respect to the teeth 49. Where the relief of the thrust-application is effectedby momentary interruption of the engine ignition system, this means may be in the form of switch controlling cams or detents 10 and 1| formed on the'front end of rod 68.v Cams 19 and 1| have the switchclosing cam faces |10 and |1| respectively, and the switch-opening cam faces 210 and 21| respectively. Cams10 and 1| are separated by detent l 310 and rearwardly adjacent cam 10 there is another deten't 410. Rod 68 also is 'formed with a detent12 which cooperates with a latch 13 such that when vacuum is admitted to chamber 14 to cause the piston 66 and rod 68 to assume their Fig. 11 positions, latch 13 under action of rattrap spring 15 catches on the forward shoulder of detent 12 and holds the parts as in Fig. 11.

Latch 13` thus provides a releasable holdingy means for the rod 68. At this time rod portion 69 moves further than rod- 62 by the amount of gap 16, astop 11 acting on lever 59 limiting for-v ward movement of sleeve F by spring 58.

In order to provide for release of sleeve F, it is desirable to provide some means for momentarily relieving the torque load at the teeth 49 and sleeve Y F y and in the present instance I have provided such means as a system of grounding the primary terminal of the usual distributer of the ignition system whereby the engine ignition may be momentarily rendered ineffective thereby unloading the torque at sleeve F for a number of successive cycles suflicient to insure its release by spring 61. This ignition interrupting system is under control of an interruptor switch 18 which is closed and opened by plunger 19 and ball 80 a plurality of times whenever rod 68 moves from its Fig.- l1

position to its Fig. 10 position by reason of the switch-operating cams 10 and 1|. The switchl18 I comprises a conductor bridge `piece |19 carried by cup 21H9 which retains the spring seat 319 carried at the outer end of plunger 19. A spring 419 forms al yielding connection between cup 219 and seat 319 so that when ball moves upwardly, the bridge -piece |19 electrically connects the terminals of the switch, vthe spring 419 yielding to accommodate any excess of movement of the ball beyond that required to engage the bridge piece |19 with theterminals. Ball 80 is prevented from falling inwardly beyondits position shown in Figs. 10 and ll by reason of the irl-turned seat 519 formed by peening the ball guide inwardly. A spring 619 yieldingly urges the assembly between bridge piece |19 and ball 88 inwardly to the Fig. 10 position of these parts.

When the latch 13 is released with the parts positioned as in Fig. 11, sleeve F being clutched, spring 51 operates to close the gap 16 at the lostmotion between rod portion 69 and rod 62 thereby establishing thrust-transmitting relationship between spring 61 and follower rod 82 for acting through lever 59 and.- yoke 8| to urge sleeve F rearwardly into its Fig. 4 position of disengagement with respect to the pinion teeth 49.

In order to illustratethe principles of my invention let it be further assumed that latch 19 is released as aforesaid during the kick-down operation as will presently be more apparent, such that the engine is operating under open throttle conditions whereby the engine torque is acting to cause pinion teeth 49 to transmit its drive at the sides of the short teeth of sleeve F. This condition is illustrated at I in Fig. 14,

it being understood that the clearances between theteeth 49 and sleeve F are exaggerated in order to illustrate the action.

Under the foregoing circumstances rod 68 moves forwardly in taking up gap 16, cam 'face |10 moving ball 80 outwardly so that when the ball and cam Contact is approximately at the ment under the thrust of spring 61 actingl through rod 69 on rod 62 until it reaches some position `II at which further sleeve movement is prevented because of the coast load between teeth 49 andthe sides of the long teeth 50. However, durng the sleeve movement from I to II, the rod 68 has moved at least sufficiently so that the ball 88 has moved inwardly on cam face 218 to the point 280 atwhich point lthe switch 18 opens to restore the ignition to normal operation.

This causes the engine to again impose a drive load at teeth 49 causing another reversal of Y ytorque and during this reversal the sleeve further -.releases from II to III. During this sleeve movement the rod 68 has moved at least sufficiently to cause cam face |1| to lift ballj80f to the point 433|) whereupon switch 18 again closes to bring about another torque reversal accompanied by further releasing movement of sleeve F from III to IV by which time rod 68 has correspondingly moved to allow cam face 21| to lower ball 88' at least to the point 488 for closing switch 18 to again restore the ignition. This causes another reversal of torque and by this time the teeth 49 will clear teeth 5| and sleeve F moves into its fully released position as the engine speeds up to engage theoverrunning clutch E.

In approximately the foregoing manner it will be appreciated that the sleeve F is subjected, in the case of two cams 18, 1|, to four changes of torque conditions at teeth 49. I have shown actual torque reversals in Fig. 14 sufiicient to shuttle teeth 49 between the sides of teeth 50 and 5| as my invention can best be illustrated in this manner. However, with my rapid sequence by my invention.

of torque interruptions there would not ordinarily be suflicient timefor the shuttling condi- Ation to actually take place but there is the tendency for such shuttling to take place and the parts may, of course, be designed in relationship with each other to actually realize this shuttlingl action. Ordinarily, however, itis doubtful owing to the rapidity of the ,torque reliefs that the teeth 49would have time to fully complete .the

shuttling action between the sides of. teeth 50, 5|

movement during and to accommodate the sleeve release. Still further, inasmuch as it is not actually necessary to fully unload the imposedtorque at teeth 49 in order to allow the sleeve F to-move, the effect-of the cams 10, 1| may be to impart only torque relieving and restoring impulses at the teeth 49 as this will haveJ the same effect to allow rstep-by-step release of sleeve F as in the case of actual multiple torque reversals.

In practice I nd that the relationship of the cams 10, 1| to the other parts is not especially critical and can readily be arranged to accomplish the functions desired whereby under all desired conditions the sleeve F willfully release and not stick at some point along its path of releasing movement. Obviously there will be no exactly determinable-stage positions in the releasing relationship between teeth 49 and sleeve F corresponding to the illustrated positions II, III and IV of Fig. 14 but the assumed positions will serve to illustrate the manner of releasing the sleeve In Fig. 13 the distances 588, 680 and 180 for successive travel of rod 68 correspond generally to accompanying movements of sleeve F from I to II, II to III, and III to IV.

In the event that latch 13 is raised to start rod y 6,8 rearwardly at a time when sleeve F is driving teeth 49, as in bringing thevcar to rest, then the cams 1|), 1| function to provide a plurality of torque relief and restoring cycles just as set forth in connection with Fig. 14 except, of course, that unless these occur below or approximately at the idling speed of the engine there will not result any tendency to change the direction of imposed torque at teeth 49. Suchl arrangement maybe provided although it is not altogether necessary as, in bringing the car to rest, th'e spring 61 is ordinarily of such strength as to lcause release of the sleeve as the coast torque load becomes relatively small.

The vacuum supply to chamber 14 is under control of solenoid H which comprises an armature plunger having valving parts 8|, 82. In Fig. 10 the solenoid'H is energized thereby raising plunger 80 against spring 83 to seat valve 82 and shut off the vacuum supply to chamber 14 and at the same time unseat valve 8| so as, to Avent this chamber through passage 84, chamber and vent passage 88. When the solenoid is deenergized then spring 83 lowers plunger 88 thereby seating valve 8| to shut off vent 86 and open valve 82 as in Fig. l1 thereby opening chamber 14 to the engine intake manifold K through passage 84, chamber 88', and pipe 81.

A certain lost motion is provided between plunger 80 and the inwardly bent finger 13 of latch 13 so that when the plunger moves downwardly the latch may subsequently catch at detent .12 when vacuum operatespiston .66, the parts then remaining in the Fig. 11 position inthe manual sleeve 42 is either shifted rearwardly to the low range or forwardly lto the high range so that by driving a governor from the countershaft 35 it is possible to provide a speed control operated proportionate to the speed of travel of the car. Driven from countershaft gear 88 is a governor J of any suitable type, this governor operating a sleeve 89 outwardly along its drive shaft 90 as the car speed reaches a predetermined point, the break-awayk being under control of a detent 9| if desired.

The sleeve 89 has a shoulder 92 engaged by the swinging switch piece 93 of the governor switch94. When the car is stationary the detent 9| is engaged and switch 94 is closed. v.As the car accelerates the governor eventually reaches rits critical speedl and detent 9| releases thereby causing switch 94 to open. As the car slows down, the governor spring 95 restores the parts to the Fig. position and by proportionin'g the yvarious parts it isobvious that switch 94 may be made to function at desired speeds proportionate to car travel. As an example of one arrangement of governor operation and gearing arrangement, the governor may be made to open switch 94 duringr car acceleration in first and third respectively at approximately 7 and 15 M.'P.. H. (miles per hour), the switch 94 closing on stopping the car in direct and second at approximately 7 and 3 M. P. H. respectively.

The driver operated `ignition switch is designated at L and comprises a conductor 96 which, in the Fig. 10 position showing the switch on or closed, electrically connects contacts 91 and 98. Contact 91 extends by conductor-99m am.- meter |00 and thenceby conductor |0| to the usualstorage battery |02 and thence to ground |03. Contact 98 has a conductor |04 extending therefrom to the engine ignition system herein shown in part as4 comprising coil |05 and distributor |06 having a primary terminal |01.

A second conductor |08 extends from contact -98 to the solenoid H and thence by conductor l 09 to one terminal of ignition interrupter switch 18, the other terminal extending by a grounding conductor ||0 to the primary terminal |01 of' the distributor |05. A

Branching from. conductor |09 are two conductors l|| and ||2, the former extending to 4governor switch 94 and thence to ground ||3. yConductor 2 extends tokickdown lswitch ||4 and thence toy ground ||5. The switch ||4 is normally open and is closed preferably by a full depression of i accelerator pedal acting through link ||6 and a bell-crank lever ||68L pivotally mounted at H61. Lever IB actuates a link H69 5 |0| to ammeterflll and by-conductor 99 toignition switch L. From switch L this circuit1 extends throughvconductor |08 and solenoid H and *thence by conductors |09 and ill'toswitch 94 and ground ||3. r .l The ykickdown solenoid circuitis the same. as the governor solenoid circuit toconductor |09 whence this circuit extends by'lcond'uctor 2 to kickdown switch ||4 and ground' I l5.

The engine' ignition circuit is tlies'ame as the governor solenoid circuit Aup' to the rignition switch L whence this circuit extendsby conductor |04 to coil |05 anddistributor |05.

The `ignition grounding circuit under control of interrupter switch 18 extends from the distributor |06 through conductory ||0 to interrupter switch 18. From switch 18 this grounding circuit extends through conductor |09 and thence to a suitable ground. In the illustrated arrangement thisy ground is provided-either at |5 through conductor ||2 and kickdown switch. i ||4 orA else at ||3 through conductor and governor switch 94.

In the operation of the mechanism, the car at standstill .and with the ignition switch L closed and theengine idling will cause the solenoid IH to be energized as in Fig. lbecause governor -I switch 94 is closedthereby establishing the governor solenoid circuit. y Cylinder 14 is vented and sleeve F disengaged. The driver shifts sleeve 42 to either the high or low range and accelerates the car ordinarily above the critical speed of governor J thereby causing switch 94 to `Aopen to break the governor solenoid circuit. As vacuum builds up lin the engine intake manifold K,

plunger 80 now beinglowered by spring 83 because switch. 94 is open,'piston 60 will be operated by vacuum thereby moving rod 68 to its Fig. 11 latched position. As soon as the driver allows the engine to coast, sleeve F will engage teeth 49 synchronously, to step-up the drive to either second or fourth although the-step-up will be delayed by the blocker 52 until engine coast thereby enabling drive in the slower driving ratio of rst or third as long as desired.

If the car is initially/accelerated in vfirst above the governor critical speed and the engine allowed to coast, then second will automatically become operative. Then if -the driver shifts sleeve 42 forwardly to the high range, third will of course be skipped and fourth will be obtained because sleeve F will remain engaged. Ordinarily, especially where the car is equipped with a fluid coupling B, the sleeve 42 may be left in its high range and all starts and stops made without further shifting. This is possible owing to slippage in the uid coupling when stopping 'vided a favorable torque-multiplying gearing-for which extends forwardly to adjust the engine throttle valve lever ||1. When pedal 50' is thus depressed, the lever ||1 is positioned to fully open the throttle valve ||8 and as the throttle valve is adjusted in its wide-open range the lever |||3a closes switch. ||4 to effect a step-down in the transmission from fourth to third or from second to first by energizing the solenoid H.

The governor solenoid circuit is las follows; ground |03 to battery |02'thence by conductor starting, as in third.

`WheneverA the car is driving in fourth or second above ,the governor critical speed, a full depression ofthe accelerator pedal will cause the transmission to step-down to third or first, the transmissionstep-up back to fourth or second taking p1ace on release of 'the'accelerator pedalI with attendant rsynchronization4 ofsleeve F with teeth'as. e ,Y

When theaccelerator'pedal is fully depressed for the` kick-down, switch ||4 closes thereby energizing the kick-down solenoid circuit and causing solenoid H to raise plunger '80 and release latch 13 thereby venting chamber 14. At this time the sleeve F is under driving torque from the en- '.gine operating under wide open throttle. However, when latch 13 is released, spring 61 operates rod 88 rearwardly under accommodation of gap 16 to start the plurality of cycles of momentary ignition interruption by` cams 10, 1I and switch 18- thus insuring release of sleeve F whereupon the ignition is finally restored at cam face 21| and the engine quickly 4speeds up to engage overrunning clutch E for establishing the third or first driving ratio depending on the setting of sleeve 42 prior to the kick-down operation.

On bringing the car to a stop when sleeve F is clutched as in fourth for example, the governor J opens governor switch 94 so as to deenergize solenoid H, vent chamber 14 and cause release of sleeve F so that the car will be started in third, assuming the manual sleeve 42 to be left in its forward high range shift position.

l. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism including positively engageable drivecontrol elements one of which is movable into engaging relationship with the other to accommodate said driv'e and into disengaging relationship with respect to said other element to release said drive` said elements when relativelyengaged being subject to thrust-application vtherebetween during said drive so -as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be linterrupted to redate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; a reciprocatory member for controlling movement of said movable drive-control element and' adapted for movement from a first position accommodating said engaging relationship of said elements into a second position causing said disengaging relationship of said elements; and ignition controlling means adapted for actuation as an incident to movement vide a drive from the engine to the vehicle, said mechanism including positively engageable drivecontrol elements one of which is movable into engaging relationship with thel other to accommodate said drive and into disengaging relationship with respect to said other element to release said lieve said thrust-application; drive control means y 2. In a drive for a motor vehicle according to claim 1; a single driver operable member; and means operating in response to driver operation of said single member for controlling operation of said drive control means and said ignition interrupting means as aforesaid.

3. In a drive for amotor vehicle according to claim 1; a speed responsive control device operableinfresponse to predetermined speed of travel of the vehicle; and means operating in response to operation of said speed responsive control device for controlling operation of said drive control means and said ignition interrupting means as aforesaid.

` 4. In a'drive for a motor vehicle according to claim 1; a single driver operable member; a speed responsive control device operable in response to predetermined speed of travel of the vehicle; and means selectively operating in response to driver operation of said single member and to operation of said speed responsive control device for condrive, said elements when relatively engaged being subject' to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release'said drive until said thrust-application is relieved; an ignition system for said engine adapted tobe interrupted to relieve said thrust-application; a reciprocatory member for controlling movement of said movable drive-control element and adapted for movement from a first position accommodating said` engaging relationship of saidielements intoV a second position causing sai-d disengaging relationship of said elements; a switch operable to control said ignition system andadapted for operation from trolling operation of said drive control means and f 'said ignition interrupting means as aforesaid.

5. In a drive for a motor vehicle having an engine; transmission mechanism operable to prov vide a drive from the engine to the vehicle, s'aid mechanism including positively engageable drivecontrol elements one of which is movable into engaging relationship with the other to accommoa first position accommodating operation of said ignition system to a second position for interrupting said ignition system; and means operating as an incident to movement of said reciprocatory member from its rst said position into its second said position for causing said switch to operate sequentially a plurality of times from its said first position to its said second position.

7; In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle,^said mechanism including positively engageable drivecontrol elements one of which is movable into engaging relationship to the other to 4accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said i thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; a reciprocatory member for controlling movement of said movable drive-control element andadapted for movement from a first position accommodating said engaging relationship of said elements into a second position causing said disengaging relationship of said elements; a switch operable to control said ignition system and adapted for operation from a rst position accommodating operation of said ignition systemto a second position for interrupting said ignition system;

engaging relationship with the other to accomand switch-operating means carried byv said reciprocatory member and adapted to operate said switch sequentially a plurality of times from modate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive soA as to resist relative disengagement thereof to release said drive until said l thrust-applicationis relieved; means operable engaging relationship with respect to said other element to release said drive, said elements whenA relatively engaged being subject to thrust-application therebetween during said drive so as t0 resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to' relieve said thrust-application; drive control means operable to urge movement of 4said movable element from said engaging relationship into said disengaging relationship; means operating as an incident to operation of said drive control. means for momentarily interrupting said ignition system a plurality of times in sequence during said movement of said movable drive control element `from said engaging relationship into said disengaging relationship; and means operating in response to driver operation of\ said throttle controlling.

means for throttle opening for causing operation of said drive control means and said ignition interrupting means as aforesaid.

9. In a drive for a motor vehicle having an engine;l transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism including positively engageable drivecontrol elements one of which is movable into to cause momentary relief of said thrust-,application; drive control means operable to urge movement of said movable elementfrom said engaging relationship into said disengaging relationship; and means operating as an incident to operation of said drive control means for causing operation of said relief means a plurality of times in sequence during said movement of said movable drive control element from said engag- Iing relationship into said disengaging relation` ship.

lil. In a drive for a motor Vehicle according to claim 9: a single driver operable member; and means operating in response to driver operation of said single member for controlling -operation 'of said drive control means and said relief means.

11. In a drive for a motor vehicle according to claim 9; a speed responsive control device operable in response to predeterminedfspeed of travel of the vehicle; and means operating -in response to operation of said speed responsive control device for controlling operation of said drive control means and said relief means as aforesaid.

12. In a drive for a motor vehicle according to claim 9; a single driver operable member; a speed responsive control device operable in response to predetermined speed of travelof the vehicle; and means selectively operating in response to driver operation of said single member and to operation of said speed responsive control device for controlling operation of said drive control means andsaid relief means.

AUGUSTIN J. sYRovY. 

